Method for determining a wheel tire ground print

ABSTRACT

Method of determining the footprint of a tire on the ground, using devices already installed in standard production tires. Since the frequency of the transmitter clock present in a wheel unit is perturbed by mechanical vibrations when the tire contacts the ground, the frequency variations of the reference clock are representative of the value of the footprint. The method therefore includes determining the footprint on the ground of a tire of a wheel by measuring continuously, as a function of time, a signal representative of the variations in frequency of the reference clock supplied at the output of the time control device; determining a time interval during which the frequency variations of the reference clock occur; and, on the basis of the rotation speed of the tire, deducing therefrom an angular range of contact (Θ) corresponding to the footprint between the ends representing the ground contact length of the tire.

The invention relates to a method for determining the length of theportion of a tire in contact with the ground, hereinafter called thefootprint. When this footprint is known, it can provide usefulinformation, in particular the load supported by the tire, the wear ofthe tire, or the pressure decrease in the tire. A knowledge of thisfootprint may also advantageously supplement tire pressure monitoringsystems (or TPMS, the initials of “tire pressure monitoring system” inEnglish terminology), braking computer aids (ABS, etc.), anti-skidsystems, or other control systems.

BACKGROUND OF THE INVENTION

Up to the present time, this method has been implemented by adding asensor to the pre-existing tire monitoring system. An example of thistype of implementation is disclosed in patent document EP 2 090 862,which describes a method comprising the use of a magnetic sensor todetermine the length of the footprint. This magnetic sensor, placed onthe rim, analyzes the magnetic field that it receives. When thismagnetic sensor is in the angular portion of the wheel which is incontact with the ground, the magnetic field is modified, enabling thefootprint to be calculated on the basis of the magnetic field variation,the dimensions of the wheel and its rotation.

An improvement to this solution is disclosed in patent document FR 2 944231. This document proposes a solution which is less costly than the useof pressure sensors. It proposes the placing of the magnetometers in afixed manner, for example on the coil of a shock absorber spring. Eachmagnetometer measures the magnetic field of a metal belt placed underthe tread of the tire near the magnetometer. This magnetic field ismodified when the tire is flattened on the ground while rolling. Thecurve representing the received magnetic field as a function of theangle of rotation of the wheel then exhibits variations directly relatedto the deformation of the tire in contact with the ground.

These two examples show that the detection of a tire footprint iscarried out at present with supplementary devices which are notincorporated into tire management systems such as TPMS or informationsystems such as TIS (“Tire Information System” in the Englishterminology). In the interests of cost reduction and simplification ofequipment, therefore, it is advantageous to have a method which requiresno supplementary device to provide a knowledge of tire footprints.

SUMMARY OF THE INVENTION

To this end, the invention proposes to use devices already present inthe vehicle for measuring the contact patches of the tires. For thispurpose, the present invention uses the impacts acting on these devicesin order to define the footprint.

More precisely, the present invention proposes a method for determiningthe footprint of a tire of a vehicle equipped with a monitoring systemcomprising one wheel unit on each tire, said wheel unit comprising amicrocontroller, a speed sensor, a transmitter, a reference clock of thetransmitter having a given frequency, and at least one time controldevice for the system. This method consists in measuring continuously,as a function of time, a signal representative of the variations infrequency of the reference clock supplied at the output of the timecontrol device; determining a time interval during which said frequencyvariations of the reference clock occur; and, on the basis of therotation speed of the tire, deducing therefrom an angular range ofcontact corresponding to the footprint representing the ground contactlength of the tire.

Thus, the invention advantageously exploits the fact that the frequencyof the transmitter clock is perturbed by mechanical vibrations when thetire is in contact with the ground, and that frequency variations of thereference clock are therefore representative of the value of thefootprint.

This method has the advantage of requiring no supplementary device formeasuring the footprint of a tire, because it uses the possibilitiesoffered by existing devices.

Advantageously, the method of the invention comprises the followingsuccessive steps:

-   -   recording, as a function of time, the frequency of the reference        clock and the variations of this frequency on the basis of said        representative signal;    -   determining the time interval during which said representative        signal varies;    -   deducing therefrom the angular contact range of the tire,        corresponding to the time interval of the variations of the        reference clock frequency;    -   defining a detection threshold below which said frequency        variations are disregarded;    -   if the frequency variations are greater than the frequency        threshold, calculating the footprint on the basis of the contact        angle, the time interval and the wheel speed;    -   defining boundaries for the value of the footprint beyond which        the calculated value of the footprint is not accepted;    -   defining a frequency of calculation for determining the        footprint of the tire, and    -   restarting the calculation at the frequency thus defined.

In one embodiment of the method according to the invention, the controldevice is a clock of the microcontroller, and the signal representativeof the frequency variations of the reference clock is the relativevariation of this frequency timed by the frequency of themicrocontroller clock. This is because the microcontroller clock remainsstable, whereas the frequency of the transmitter clock is perturbed bymechanical vibrations when the tire is in contact with the ground.

Since the microcontroller clock is of low precision, it is advantageousto calibrate it by using the reference clock of the transmitter in anangular range located outside the contact angle corresponding to thefootprint.

In another embodiment, the control device is a phase lock detector of aphase lock loop with which the transmitter is equipped, and the signalrepresentative of the frequency variations of the reference clock is aphase locking state information signal supplied by the phase lockdetector to the microcontroller.

In operation, the detector signal carries information on the locking(phase locked or not) which is communicated to the microcontroller. Thislocking information is communicated in the form of logical values,varying between values referred to as “0”, indicating phase locking, and“1”, indicating an absence of phase locking. When the wheel unit is incontact with the ground, the operation of the transmitter clock isperturbed, and its frequency varies, thereby unlocking the phase of thephase lock loop. The signal of said phase lock detector then switchesfrom the “0” value to the “1” value. Thus, the set of the “1” values ofthis signal can be used to find the value of the footprint.

Advantageously, the locking state information signal is supplied at theoutput of the phase lock detector in the form of pseudo-digital values,and a decision threshold is defined so that the values of saidinformation signal at the output of said detector are considered to be a“1” value above this threshold and a “0” value below the threshold. Aperiod of time during which the signal supplied by this detector remainsequal to “1” then corresponds to the time interval over which the wheelunit is in the footprint.

In another embodiment, the locking state information signal is supplieddirectly at the output of the phase lock loop in the form of digitalvalues varying between “0” and “1”. A period of time during which thesignal supplied by said loop remains equal to “1” then corresponds tothe time interval over which the wheel unit is in the footprint.

BRIEF DESCRIPTION OF THE DRAWINGS

Other data, characteristics and advantages of the present invention willbecome apparent in the light of the following non-limiting description,referring to the attached drawings, which show, respectively:

in FIG. 1, a schematic front view of a wheel fitted with a tire, showingthe deformation of the tire on the ground and the resulting footprint ofthis tire;

in FIG. 2, a block diagram of an exemplary wheel unit capable ofimplementing the method according to the invention when the frequency ofthe microcontroller of the wheel unit is used as the clock referencefrequency;

in FIG. 3, an example of a diagram of the measurement of the relativevariation of the reference clock frequency of the wheel unit fordetermining the footprint of the tire on the ground, after calibrationwith the frequency of the internal clock of the microcontroller;

in FIG. 4, a block diagram of the wheel unit capable of implementing themethod according to the invention when a phase lock detection functionis used for measuring the perturbation of the reference clock;

in FIGS. 5a and 5b , examples of diagrams of the measurement of thephase lock detection function for determining the footprint of the tire,and

in FIG. 6, a flow diagram of an example of the sequence of steps inaccordance with the method according to the invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1 shows schematically, in a front view, a wheel 1 of a motorvehicle (not shown), fitted with a tire 3 around a rim 7, and with awheel unit 4 which, in this example, is placed on the tread, inside thetire 3. This tire 3 is partially deflated, and its flattening on theground 5 is represented by an area of length ΔL located between the twocontact ends A and B, called the footprint ΔL. This footprint ΔL is alsodefined by the contact angle Θ formed by the two points A and B and thevertex of the angle in the center C of the wheel 1. When the wheelrevolves, the wheel unit 4 is located between the ends A and B of thefootprint once in every wheel revolution. The wheel unit 4 comprises,notably (FIG. 2), a transmitter 10 having a clock 16 timed to afrequency F. The frequency of the clock 16 of the transmitter 10 of thewheel unit 4 is perturbed when this wheel unit 4 is located in thefootprint ΔL.

The length of the footprint ΔL is then determined on the basis of:

-   -   the frequency variations of the clock 16 of the transmitter 10        of the wheel unit 4 which is periodically located in this        footprint area ΔL,    -   the rotation speed of the wheel 1, and    -   the radius of this wheel 1. Examples of wheel units implementing        the measurement of the frequency variations of the clock 16 of        the transmitter 10 are detailed below with reference to FIGS. 2        and 4.

The view of FIG. 2 shows a block diagram of an example of a wheel unit 4equipped with a time control device formed by an internal clock 13,having a frequency “f”, of a microcontroller 14. This wheel unit 4comprises, in addition to the microcontroller 14 and its internal clock13, a pressure sensor 12 and a speed sensor 12′ connected to thetransmitter 10 via a link 15 between the microcontroller 14 and thetransmitter 10. This transmitter 10 transmits in the radio frequencydomain by means of its antenna 24, and comprises a phase lock loop(abbreviated to PLL) 20, a frequency divider 19, a voltage-controlledoscillator 18, (abbreviated to VCO), a power amplifier 22 and areference clock 16.

Provided with these devices, the wheel unit 4 operates as follows: themicrocontroller 14 receives and processes the measurements made by thesensors 12 and 12′, then transmits these measurements in the form ofdigitized data to a central unit placed in the vehicle (not shown), viathe link 15 and the antenna 24 of said transmitter 10.

The data are initially digitized by the microcontroller 14 on the basisof the frequency “f” of its internal clock 13. The frequency of the datatransmission is then timed by the frequency “F” of the reference clock16, whose oscillations are locked to a quartz crystal 17.

This reference clock 16 is therefore precise, but its frequency “F” isperturbed when the wheel unit 4 is located, once in every wheelrevolution, between the ends A and B of the footprint ΔL of the tire'sground contact (see FIG. 1). In the illustrated example, the frequency“F” of the reference clock 16 is about 20 MHz (more generally, between10 and 30 MHz), and it undergoes variations that may reach 50 kHz whenthe wheel unit 4 is located within the footprint ΔL.

The internal clock 13 of the microprocessor 14 (having a frequency “f”of about 30 MHz) is relatively less precise than the reference clock 16,but has a frequency which is not perturbed when the wheel unit 4 is inthe footprint ΔL, unlike that of the reference clock 16. The internalclock 13 is then advantageously used as a “benchmark” for themeasurement of the perturbations of the frequency “F” of the referenceclock 16.

The detection of these perturbations by the variations of the frequency“F” of the reference clock 16 therefore indicates that the wheel unit 4is in the footprint ΔL of the tire on the ground, and the measurement ofthe duration of this detection can then be used to calculate the lengthof the footprint ΔL.

FIG. 3 shows this detection of the perturbations of the frequency “F” ofthe reference clock 16, in a diagram of the measurement of the relativevariations ΔF/F₀, as a function of time “t”, of the frequency “F” withrespect to F₀, F₀ being the non-perturbed frequency of the referenceclock 16.

The measurement of the frequency “F” of the clock 16 of the transmitter10 is timed by the frequency “f” of the internal clock 13 of themicroprocessor 14 via the frequency divider 19. Advantageously, in orderto increase the precision of the measurement, the internal clock 13 ofthe microcontroller 14 is calibrated in advance by the reference clock16, which is more precise, during the phases in which the referenceclock 16 is not perturbed by the contact of the tire with the ground (inother words, outside the footprint ΔL in FIG. 1).

The measurement of the relative variations ΔF/F₀ takes the form of acurve 30. In a time interval T_(ΔL), the measurement ΔF/F₀ undergoessignificant changes in value—defined by ΔF above a threshold valueF_(Min) (see FIG. 6)—on either side of the zero value, between the twoinstants t_(A) and t_(B). These instants t_(A) and t_(B) define theboundaries of the time interval T_(ΔL) which therefore correspond to theperiod during which the frequency “F” of the reference clock 16 isperturbed and during which the wheel unit 4 is located in the groundcontact area. The length of the footprint ΔL corresponding to this areais then deduced, given the contact angle Θ—calculated on the basis ofthe time interval T_(ΔL) and the wheel speed—and the radius of thewheel. Outside the time interval T_(ΔL), the relative variation ΔF/F₀ iszero, because the frequency “F” of the reference clock 16 is no longerperturbed when the wheel unit 4 is located outside the footprint.

FIG. 4 shows a block diagram using another time control device, in thiscase a phase lock detector 32, for measuring the perturbation of thereference clock 16 of the transmitter 10. This detector 32 belongs to aphase lock loop 20 which comprises the following components linked insequence, in addition to this detector 32: a phase comparator 29, a feedpump 28 and a low-pass filter 26. The other referenced elements aredescribed in the passage of the present description relating to thedescription of FIG. 2.

The phase lock detector 32 communicates synchronization measurementsbetween the input and output voltages of said loop 20 to themicrocontroller 14 via a wire link 34. These voltage measurements arecommunicated in the form of logical values, a “0” indicating phasesynchronization and a “1” indicating phase opposition.

When the wheel unit 4 is in contact with the ground 5 (see FIG. 1), theoperation of the clock 16 of the transmitter 10 is perturbed, and itsfrequency “F” varies, thereby unlocking the phase of the phase lock loop20 (in other words, the input and output voltages of the loop are inphase opposition). The phase lock detector 32 then switches its signalfrom the “0” value to the “1” value. The period of time during which thesignal supplied by this phase lock detector 32 remains equal to “1”corresponds to the time interval during which the wheel unit 4 is in thefootprint ΔL. The value of this footprint ΔL can then be accessed by asimple calculation, as explained below with reference to FIGS. 5a and 5b.

FIGS. 5a and 5b show examples of measurement diagrams, as a function oftime “t”, of the signals “S” and “S′” respectively, sent by the phaselock detector 32 and used to calculate the footprint ΔL. In FIG. 5a ,the signal “S” of said detector 32 is shown as a function of time “t” bythe curve 60 as a direct output from this detector. The logical valuesoutput from the detector 32 are of the “pseudo-digital” type.

A critical threshold ΔS is then defined by a horizontal line of constantvalue, above which the values of the signal “S” are given the value “1”and below which the values of the signal “S” are given the value “0”.The two instants t_(A) and t_(B) at which the curve 60 cuts the straightline ΔS correspond, respectively, to the start and end of the timeinterval T_(ΔL) for which the wheel unit 4 is in the footprint area ΔL.Given the value of the time interval T_(ΔL), the footprint ΔL can thenbe calculated as explained above with reference to FIG. 3.

If the variations of the signal S do not allow a critical threshold ΔSto be defined in a sufficiently usable way, an alternative solutionshown in FIG. 5b uses a signal “S” supplied directly at the output ofthe phase lock loop 20. For this purpose, a phase detection functiondefines two phase states “0” and “1”, which are, respectively, “inphase” and “in phase opposition”.

These phase states are reproduced on the curve 60′ of FIG. 5b where theyindicate the measurement of the time interval T_(ΔL) for which the phasestate is “1”. This time interval T_(ΔL) corresponds, as described above,to the period for which the wheel unit 4 is in the footprint area ΔL.

To provide a more precise illustration of the successive steps of themethod for determining the footprint ΔL, FIG. 6 shows a flow diagram ofthe progress of these steps 100 to 135. A first step 100, called“Start”, serves to start the method and reinitialize it at apredetermined rate.

The recordings made in step 110 are those—as a function of time—of therotation speed “V” of the wheel and the frequency “F” of the referenceclock 16 (see FIGS. 2 and 4). The variations ΔF of the frequency “F” ofthe reference clock as a function of time “t” are determined on thebasis of the variations of the signal transmitted by a time controldevice of the wheel unit, for example the clock of the microcontrolleror the phase lock detector of the transmitter as described above.

In the test of step 120, the variations of frequency ΔF are comparedwith a minimum threshold F_(Min) below which the variations ΔF areconsidered to be noise and are therefore disregarded. This thresholdF_(Min) is advantageously defined in the range from 1 to 10 kHz. If thevariations ΔF are below the threshold F_(Min), the process returns tothe “Start” point of step 100. Otherwise, the process continues bycalculating (step 122) the footprint ΔL on the basis of the timeinterval T_(ΔL) as defined above.

The test of step 130 then checks whether the value of the footprint ΔLis within a range of values defined between the boundaries ΔL_(min) andΔL_(max), corresponding for example to contact angles Θ between 10° and30°. If this condition is not met, the method returns to the “start”point of step 100. If the value of the footprint ΔL is within the rangeof values ΔL_(min)-ΔL_(max), step 135 validates the calculated value ofthe footprint ΔL. After validation, the method is reinitialized.

The invention is not limited to the exemplary embodiments described andrepresented.

Thus, if the microcontroller has a frequency divider, if thetransmitter/microcontroller has a frequency demodulator coupled to afrequency mixer/reducer, or alternatively if the microcontroller has adigital signal processor (DSP) linked to a CAN (Control Area Network)network bus, then the frequency divider, the frequency mixer/reducer orthe CAN may be used as control devices according to the invention.

Additionally, the signal of the reference clock of the transmitter,which is usually a quartz oscillator, may be frequency modulated toimprove the precision of the measurements, and, in particular, thevariations of frequency and the value of the footprint according to themethod of the invention.

Furthermore, the detection of the phase of the phase lock loop may beimplemented by any known means, for example by using the applicationknown as “Lock Detector” in English.

The invention is also applicable to any method based on elementsincluding a phase lock loop whose temporary perturbations are to bedetermined.

The invention claimed is:
 1. A method for determining a footprint (ΔL) of a tire (3), corresponding to a length of contact of said tire (3) with the ground, of a vehicle equipped with a monitoring system that includes one wheel unit (4) for each tire (3), each wheel unit (4) comprising a microcontroller (14), a speed sensor (12′), a transmitter (10), a reference clock (16) of the transmitter (10) configured to operate at a given frequency (F₀), and at least one time control device for the system, where an actual frequency (F) output by said reference clock (16) is subject to variations (ΔF) with respect to the given frequency (F₀) when the wheel unit is within the footprint of the tire, the method comprising: continuously measuring, by way of said time control device, for the variations (ΔF) of the output frequency (F) of the reference clock (16) with respect to the given frequency (F₀), as a function of time; determining a time interval (T_(ΔL)) during which said variations (ΔF) of the output frequency (F) occur, said time interval (T_(ΔL)) determined as a length of time between a first time at which said variations (ΔF) of the output frequency (F) begin to occur and a second time at which said variations (ΔF) of the frequency stop occurring; and calculating an angular contact range (Θ), corresponding to the footprint (ΔL) of the tire (3), from the determined time interval (T_(ΔL)) and a measured speed of rotation of the tire (3).
 2. The footprint determination method as claimed in claim 1, wherein the time control device comprises a clock (13) of the microcontroller (14) with a frequency (f), and a measurement of the output frequency (F) of the reference clock (16) is timed by the frequency (f) of the clock (13) of the microcontroller (14) via a frequency divider (19).
 3. The footprint determination method as claimed in claim 1, wherein the time control device is a phase lock detector (32) of a phase lock loop (20) with which the transmitter (10) is equipped, which generates a signal representative of the variations (ΔF) of the frequency (F) of the reference clock (16) as a phase locking state information signal (S, S′) supplied by the phase lock detector (32) to the microcontroller (14).
 4. The footprint determination method as claimed in claim 3, wherein the locking state information signal (S) is supplied at the output of the phase lock detector (32) in the form of pseudo-digital values (60), and wherein a decision threshold (ΔS) is defined such that the values of said information signal (S) at the output of said detector (32) are considered to have a value of “one” above the threshold (ΔS) and a value of “zero” below the threshold (ΔS), a period of time for which the signal (S) supplied by this detector (32) remains equal to “one” then corresponding to the time interval (T_(ΔL)) for which the wheel unit (4) is in the footprint (ΔL).
 5. The footprint determination method as claimed in claim 3, wherein the locking state information signal (S′) is supplied directly at the output of the phase lock loop (20) in the form of digital values (60′), varying between “zero” and “one”, a period of time for which the signal (S′) supplied by said loop (20) remains equal to “one” then corresponding to the time interval (T_(ΔL)) for which the wheel unit (4) is in the footprint (ΔL).
 6. A method for determining a footprint (ΔL) of a tire (3) of a wheel (1), corresponding to a length of contact of said tire (3) with the ground, of a vehicle equipped with a monitoring system that includes one wheel unit (4) for each tire (3), each wheel unit (4) comprising a microcontroller (14), a speed sensor (12′), a transmitter (10), a reference clock (16) of the transmitter (10) configured to operate at a given frequency (F₀), and at least one time control device for the system, where an actual frequency (F) output by said reference clock (16) is subject to variations (ΔF) with respect to the given frequency (F₀) when the wheel unit is within the footprint of the tire, the method comprising the following steps: measuring continuously, and recording (30, 60, 60′), as a function of time, the actual frequency (F) that is output by the reference clock (16); determining and recording a time interval (T_(ΔL)) during which said variations (ΔF) of the actual frequency (F) of the reference clock (16) occur as a span of time between a first time when said variations (ΔF) of the actual frequency (F) begin to occur and a second time when said variations (ΔF) of the actual frequency (F) cease, said variations occurring throughout a length of the time interval (T_(ΔL)); recording a rotation speed of the wheel (1) as a function of time based on an output of the speed sensor; using the recorded time interval (T_(ΔL)) and the recorded rotation speed of the wheel (1) to calculate and record an angular contact range (Θ) of the tire (3); defining a detection threshold (F_(Min)) below which said frequency variations (ΔF) are disregarded; in a condition where the frequency variations (ΔF) are greater than the frequency threshold (F_(Min)), calculating the footprint (ΔL) on the basis of the angular contact range (Θ), the recorded time interval (T_(ΔL)), and the recorded rotation speed of the wheel (1).
 7. The footprint determination method as claimed in claim 6, wherein the time control device is a clock (13) of the microcontroller (14), which generates a signal representative of the variations (ΔF) of the output frequency (F) of the reference clock (16) as a relative variation (ΔF/F₀) of the frequency (F) timed by the frequency of the clock (13) of the microcontroller (14).
 8. The footprint determination method as claimed in claim 6, wherein the time control device is a phase lock detector (32) of a phase lock loop (20) with which the transmitter (10) is equipped, which generates a signal representative of the variations (ΔF) of the frequency (F) of the reference clock (16) as a phase locking state information signal (S, S′) supplied by the phase lock detector (32) to the microcontroller (14).
 9. The footprint determination method as claimed in claim 8, wherein the locking state information signal (S) is supplied at the output of the phase lock detector (32) in the form of pseudo-digital values (60), and wherein a decision threshold (ΔS) is defined such that the values of said information signal (S) at the output of said detector (32) are considered to have a value of “one” above the threshold (ΔS) and a value of “zero” below the threshold (ΔS), a period of time for which the signal (S) supplied by the detector (32) remains equal to “one” then corresponding to the time interval (T_(ΔL)) for which the wheel unit (4) is in the footprint (ΔL).
 10. The footprint determination method as claimed in claim 8, wherein the locking state information signal (S′) is supplied directly at the output of the phase lock loop (20) in the form of digital values (60′), varying between “zero” and “one”, a period of time for which the signal (S′) supplied by said loop (20) remains equal to “one” then corresponding to the time interval (T_(ΔL)) for which the wheel unit (4) is in the footprint (ΔL).
 11. The footprint determination method as claimed in claim 1, wherein said variations (ΔF) of the output frequency of the reference clock with respect to the given frequency (F₀) are determined to occur when a variance of the output frequency (F) from the given frequency (F₀) is measured as having a magnitude that exceeds a predetermined threshold (F_(Min)).
 12. The footprint determination method as claimed in claim 1, wherein the time control device comprises a clock (13) of the microcontroller (14) with a frequency (f) that is not subject to variations when the wheel unit is within the footprint of the tire.
 13. The footprint determination method as claimed in claim 6, further comprising: defining boundaries (ΔL_(min), ΔL_(max)) of the value of the footprint (ΔL), beyond which the calculated value of the footprint (ΔL) is not accepted.
 14. The footprint determination method as claimed in claim 6, wherein the time control device comprises a clock (13) of the microcontroller (14) with a frequency (f), and a measurement of the output frequency (F) of the reference clock (16) is timed by the frequency (f) of the clock (13) of the microcontroller (14) via a frequency divider (19).
 15. The footprint determination method as claimed in claim 14, wherein the frequency (f) of the clock (13) of the microcontroller (14) is not subject to variations when the wheel unit is within the footprint of the tire. 